EP1531253A2 - Contrôle de moteur à combustion interne en fonction du bruit moteur - Google Patents

Contrôle de moteur à combustion interne en fonction du bruit moteur Download PDF

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Publication number
EP1531253A2
EP1531253A2 EP04024304A EP04024304A EP1531253A2 EP 1531253 A2 EP1531253 A2 EP 1531253A2 EP 04024304 A EP04024304 A EP 04024304A EP 04024304 A EP04024304 A EP 04024304A EP 1531253 A2 EP1531253 A2 EP 1531253A2
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EP
European Patent Office
Prior art keywords
engine
sound pressure
internal combustion
revolution speed
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04024304A
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German (de)
English (en)
Other versions
EP1531253A3 (fr
Inventor
Tsutomu Hiyoshi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
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Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1531253A2 publication Critical patent/EP1531253A2/fr
Publication of EP1531253A3 publication Critical patent/EP1531253A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an adjusting method for an internal combustion engine, and an internal combustion engine. More specifically, the present invention relates to an adjusting method preferable as a technique for adjusting the specific control of a diesel engine, and an internal combustion engine adjusted by the adjusting method.
  • Quietness a user of the internal combustion engine senses is not necessarily determined only by an absolute value representing a sound pressure level of the noise. Assuming the case of mild acceleration, for instance, if the sound pressure increases only mildly as a vehicle is accelerated, the user does not feel that the noise is uncomfortable even if the final sound pressure level is high. If, on the other hand, the sound pressure follows a disorderly pattern of increase and decrease with varying operating conditions of the internal combustion engine, the user tends to feel that the noise is uncomfortable even though the absolute sound pressure value is not very high.
  • the first object of the present invention is achieved by an adjusting method for an internal combustion engine including the steps of: preparing an index for a sound pressure distribution to be realized in the internal combustion engine with an engine revolution speed and an engine load used as variables; adjusting a control parameter of the internal combustion engine with respect to a combination of the engine revolution speed and the engine load so as to realize the sound pressure distribution in line with the index; and installing a result of the adjusting step into control of the internal combustion engine.
  • the second object of the present invention is achieved by an internal combustion engine including revolution speed detecting means for detecting an engine revolution speed; load detecting means for detecting an engine load; and parameter control means for controlling a control parameter having an influence on a magnitude of noise produced by the internal combustion engine based on the engine revolution speed and the engine load; wherein the parameter control means controls the control parameter so that a sound pressure distribution may be formed such that constant-sound-pressure lines are arranged regularly on Cartesian coordinates having the engine revolution speed and the engine load defined as variables.
  • FIG. 1 is a diagram showing the construction of a diesel engine used in a first embodiment of the present invention.
  • a diesel engine 10 includes a cylinder block 12.
  • FIG. 1 shows a cylinder block 12 in perspective.
  • the diesel engine 10 includes a plurality of cylinders 14.
  • An intake path 16 communicates with each of these cylinders 14 through an intake port.
  • an exhaust path 18 communicates with each of the cylinders 14 through an exhaust port.
  • An electronic control throttle valve 20, an intercooler 22, a turbo charger compressor 24, an air filter 26, and the like are disposed in the intake path 16.
  • a NOx catalyst 30 and an oxidation catalyst 32 for purifying exhaust emissions and the like are disposed in the exhaust path 18.
  • An EGR path 34, an EGR valve 36, and the like for enabling exhaust gas recirculation (EGR) are provided between the intake path 16 and the exhaust path 18.
  • Each of the cylinders 14 of the diesel engine 10 includes a fuel injection valve 38 for injecting fuel thereinto.
  • a supply pump 42 communicates with the fuel injection valve 38 via a common rail 40.
  • the supply pump 42 is operative to boost a pressure of fuel supplied from a fuel tank not shown to a required fuel pressure and supply the fuel injection valve 38 with the fuel having the required fuel pressure.
  • the fuel injection valve 38 includes an electromagnetic solenoid provided therein. That is, the fuel injection valve 38 is a valve mechanism that opens appropriately to inject fuel under a high pressure into the cylinder.
  • the supply pump 42 also communicates with a fuel-adding valve 44, which is for adding a fuel component to the exhaust path 18.
  • the fuel-adding valve 44 allows fuel to be added as a reducing agent to the exhaust gas when required.
  • the system according to the first embodiment includes an ECU (Electronic Control Unit) 50.
  • Sensors of various types including a revolution speed sensor 52 for detecting an engine revolution speed NE, provide the ECU 50 with output signals.
  • a plurality of actuators including the throttle valve 20 and the fuel injection valve 38 described earlier, are connected to the ECU 50. Based on the outputs provided by those sensors, the ECU 50 can detect the engine revolution speed NE, an engine load (a throttle opening or engine torque), and the like, thereby being able to drive the fuel injection valve 38 and the like.
  • the diesel engine 10 of the first embodiment is characterized in the following point. Specifically, the diesel engine 10 changes the sound pressure of the engine noise in a natural form that matches with changes in engine operating conditions such that an occupant of a vehicle does not feel that the engine noise is uncomfortable. More specifically, the diesel engine 10 according to the first embodiment gradually increases the sound pressure of the engine noise so that the occupant of the vehicle does not feel that the engine noise is uncomfortable during a phase of mild acceleration in which both the engine revolution speed NE and the output torque increase only at a mild pace.
  • Noise produced by the diesel engine 10 is a combination of a mechanical noise, a combustion noise of a mixture gas, a combustion vibration generated in an engine main body, and the like.
  • the engine noise does not simply increase in direct proportion to the engine revolution speed NE.
  • the sound pressure of the engine noise generally exhibits an irregular pattern of changes relative to changes in the operating condition during mild acceleration. Because of this irregularity, the occupant of the vehicle tends to feel that the noise is uncomfortable.
  • the first embodiment adopts the following method for adjusting specific details of fuel injection control of the diesel engine 10. Specifically, an index for a sound pressure distribution to be achieved in the diesel engine 10 is first prepared with the engine revolution speed NE and the engine load used as parameters (index preparation step). To realize the sound pressure distribution according to the index, control parameters having correlation with the sound pressure are adjusted with respect to a combination of the engine revolution speed NE and the engine load (adjustment step). The specific details of the fuel injection control, in which the results of the adaptation are incorporated, are then installed in the ECU 50 (installation step).
  • FIG. 2 is a diagram showing a typical index of the sound pressure distribution used in the first embodiment.
  • a distribution which represents constant-sound-pressure lines placed regularly on Cartesian coordinates having the engine revolution speed NE and the engine load defined as variables, is used as the index.
  • the distribution used as the index is a plurality of constant-sound-pressure lines, whose adjacent lines have a constant-sound-pressure difference, arranged at equal intervals in the direction of the engine revolution speed NE. If such an index can be faithfully reproduced, the noise of the diesel engine 10 exhibits a constant sound pressure at all times with respect to the same engine revolution speed NE regardless of the engine load. Further, the sound pressure varies substantially linearly relative to the engine revolution speed NE for the same engine load.
  • FIGS. 3A and 3B show waveforms for explaining specific details of a multi-pilot injection executed by the diesel engine 10. More specifically, each of FIGS. 3A and 3B is a schematic diagram showing how the fuel injection valve 38 disposed in each of the cylinders of the diesel engine 10 executes fuel injection for each cycle.
  • the pilot injection is executed a plurality of times (twice in this case) prior to the main injection.
  • a first pilot injection is intended for enhancing ignitability of the fuel, by mainly forming a positive source for kindling inside the combustion chamber.
  • a second pilot injection is intended for preventing an ignition lag from occurring by letting mild flame propagation to occur in the combustion chamber. The execution of these pilot injection sequences prior to the main injection yields an effect of a reduction in the amount of smoke contained in the exhaust gas and the like.
  • FIGS. 4A to 4C are diagrams showing relations between control parameters to be set in conjunction with the execution of the multi-pilot injection and the combustion noise. More specifically, FIG. 4A shows changes in the combustion noise occurring when an amount of fuel qp12 injected in the second pilot injection is varied with the amount of fuel injected in the first pilot injection and the amount of fuel injected in the main injection kept constant. FIG. 4A tells that reducing the amount of fuel qp12 injected in the second pilot injection can reduce the combustion noise in the diesel engine 10.
  • FIG. 4B shows changes in the combustion noise occurring when a first pilot injection timing aintpll (interval between the first pilot injection and the main injection: Int. B shown in FIG. 3) with the second pilot injection timing and the main injection timing fixed.
  • the results shown in FIG. 4B indicate that the longer the interval Int. B between the first pilot injection and the main injection, the more the noise of the diesel engine 10 is reduced.
  • FIG. 4C shows a relation between a rail pressure pcr, i.e., the pressure of the fuel supplied to the fuel injection valve 38 and the combustion noise.
  • a rail pressure pcr i.e., the pressure of the fuel supplied to the fuel injection valve 38
  • the results shown in FIG. 4C indicate that the higher the rail pressure pcr, the greater the combustion noise.
  • control parameters to be set in conjunction with the execution of the multi-pilot injection include ones that have a correlation with the combustion noise, that is, the sound pressure of the noise produced by the diesel engine 10. More specifically, the following parameters, in addition to the three control parameters cited above, have a correlation with the combustion noise.
  • the parameters specifically include: an interval Int. A between the second pilot injection and the main injection; the amount of fuel injected by the first pilot injection; and proportions among the amounts of fuel injected in the first pilot injection, the second pilot injection, and the main injection. It is therefore possible, by adjusting these control parameters, to increase or decrease the sound pressure of the noise, while ensuring desired torque, in any given engine revolution speed NE.
  • FIGS. 3A and 3B represent examples of adjustment of the control parameters.
  • An example is indicated here, in which a greater sound pressure for the index is firstly produced by the fuel injection according to the control parameters shown in FIG. 3A, then, Int. B is extended as shown in FIG. 3B to decrease the sound pressure, thereby conforming to the index.
  • FIG. 5A shows a sound pressure distribution of the noise produced by the diesel engine 10 when the control parameters are determined with no consideration given to the sound pressure.
  • FIG. 5B shows a sound pressure distribution when the control parameters are subjected to the aforementioned adjustments within a range permissible in terms of emission characteristics.
  • control parameters are subjected to the aforementioned adjustments with the sound pressure distribution shown in FIG. 2 as the index.
  • the control parameters specifically include: the intervals Int. B and Int. A between the pilot injections and the main injection; the proportions among the amounts of fuel injected in the pilot injection sequences and the main injection; and the rail pressure pcr at fuel injection.
  • the ECU 50 detects the engine revolution speed NE and the engine load while a vehicle is running. Based on these detected values, the ECU 50 sets the control parameters.
  • the diesel engine 10 of the embodiment therefore exhibits a sound pressure distribution as shown in FIG. 5B on the Cartesian coordinates having the engine revolution speed and the engine load defined as variables.
  • the diesel engine 10 exhibits a sound pressure distribution as shown in FIG. 5A, a situation arises in which the sound pressure of the noise increases and decreases irregularly during mild acceleration, that is, during acceleration in which both the engine revolution speed NE and the load torque increase at a mild pace.
  • the sound pressure distribution shown in FIG. 5B constant-sound-pressure lines placed regularly on Cartesian coordinates having the engine revolution speed and the engine load defined as variables.
  • the sound pressure of the noise of the present embodiment therefore, is substantially constant for the same engine revolution speed regardless of the engine load. More specifically, the sound pressure of the noise increases regularly at a substantially constant rate during the mild acceleration.
  • the diesel engine 10 according to the first embodiment therefore, is capable of providing a comfortable ride for the occupant of the vehicle.
  • the distribution that maintains the same sound pressure for the same revolution speed is used as the index, as shown in FIG. 2.
  • the index that may be used in the present invention is not limited to the sound pressure distribution such as this one. That is, the sound pressure of the noise has only to exhibit a regular change, or a desired change, with respect to the changes in the operating condition of the internal combustion engine (changes in the engine revolution speed and the engine load).
  • the index used in the present invention has only to exhibit any given regularity.
  • FIG. 6 shows another example of sound distribution that can be used as the index.
  • the index shown in FIG. 6 is prepared such that a plurality of constant-sound-pressure lines, whose adjacent lines have a constant-sound-pressure difference, are arranged at equal intervals in the direction of the engine load on Cartesian coordinates having the engine revolution speed NE and the engine load defined as variables. If such an index as this one is faithfully reproduced, the noise of the diesel engine 10 exhibits a constant sound pressure at all times with respect to the same engine load regardless of the engine revolution speed NE. Further, the sound pressure is varied substantially linearly relative to the engine load for the same engine revolution speed NE. According to the sound pressure distribution such as this one, the sound pressure increases gradually during mild acceleration in the same manner as when the sound pressure distribution as shown in FIG. 2 is reproduced. A comfortable ride can therefore be provided for the occupant of the vehicle.
  • the internal combustion engine is limited to the diesel engine.
  • the present invention is not, however, limited to the diesel engine.
  • the technique for adjusting the control parameters in consideration of the sound pressure distribution of the noise may also be applied to a gasoline engine.
  • a first aspect of the present invention accords with an adjusting method for an internal combustion engine.
  • the method includes the steps of: preparing an index (FIG. 2, FIG. 6) for a sound pressure distribution to be realized in the internal combustion engine (10) with an engine revolution speed and an engine load used as variables; adjusting a control parameter (qpl2, aintpl1, pcr, Int.A, Int.B) of the internal combustion engine (10) with respect to a combination of the engine revolution speed (NE) and the engine load so as to realize the sound pressure distribution in line with the index (FIG. 2, FIG. 6); and installing a result of the adjusting step into control of the internal combustion engine (10).
  • a second aspect of the present invention accords with the adjusting method according to the first aspect, wherein the index (FIG. 2, FIG. 6) of the sound pressure distribution represents constant-sound-pressure lines placed regularly on Cartesian coordinates having the engine revolution speed and the engine load defined as variables.
  • a third aspect of the present invention accords with the adjusting method according with the second aspect, wherein the index (FIG. 2, FIG. 6) of the sound pressure distribution represents a plurality of constant-sound-pressure lines, each having a sound pressure different by a fixed value from that of the adjacent line, placed at substantially equal intervals on the Cartesian coordinates.
  • a fourth aspect of the present invention accords with the second aspect or the third aspect, wherein the index (FIG. 2) of the sound pressure distribution makes the sound pressure substantially constant for the same engine revolution speed regardless of the engine load and varies the sound pressure substantially linearly relative to the engine revolution speed for the same engine load.
  • a fifth aspect of the present invention accords with the second aspect or the third aspect, wherein the index (FIG. 6) of the sound pressure distribution makes the sound pressure substantially constant for the same engine load regardless of the engine revolution speed and varies the sound pressure substantially linearly relative to the engine load for the same engine revolution speed.
  • a sixth aspect of the present invention accords with any one of the first to fifth aspect, wherein the internal combustion engine (10) includes a multi-pilot injection function that executes a plurality of pilot injection sequences prior to a main injection sequence; and wherein the control parameter includes at least one of proportions among amounts of fuel injected in each of the plurality of pilot injection sequences and the main injection sequence, an interval (Int.A, Int.B) between each of the pilot injection sequences and the main injection sequence, and a fuel injection pressure.
  • a seventh aspect of the present invention accords with an internal combustion engine.
  • the internal combustion engine includes revolution speed detecting means (52) for detecting an engine revolution speed; load detecting means (50) for detecting an engine load; and parameter control means (50) for controlling a control parameter (qpl2, aintpl1, pcr, Int.A, Int.B) having an influence on a magnitude of noise produced by the internal combustion engine (10) based on the engine revolution speed and the engine load; wherein the parameter control means (50) controls the control parameter (qpl2, aintpl1, pcr, Int.A, Int.B) so that a sound pressure distribution may be formed such that constant-sound-pressure lines are arranged regularly on Cartesian coordinates having the engine revolution speed and the engine load defined as variables (FIG. 2, FIG. 6).
  • FIG. 2 An eighth aspect of the present invention accords with the seventh aspect, wherein the sound pressure distribution (FIG. 2, FIG. 6) is such that a plurality of constant-sound-pressure lines, each having a sound pressure different by a fixed value from that of the adjacent line, placed at substantially equal intervals on the Cartesian coordinates.
  • the sound pressure distribution (FIG. 2, FIG. 6) is such that a plurality of constant-sound-pressure lines, each having a sound pressure different by a fixed value from that of the adjacent line, placed at substantially equal intervals on the Cartesian coordinates.
  • a ninth aspect of the present invention accords with the seventh or eighth aspect, wherein the sound pressure distribution (FIG. 2) is a distribution that exhibits a substantially constant sound pressure for the same engine revolution speed regardless of the engine load and that varies the sound pressure substantially linearly relative to the engine revolution speed for the same engine load.
  • the sound pressure distribution (FIG. 2) is a distribution that exhibits a substantially constant sound pressure for the same engine revolution speed regardless of the engine load and that varies the sound pressure substantially linearly relative to the engine revolution speed for the same engine load.
  • a tenth aspect of the present invention accords with the seventh or eighth aspect, wherein the sound pressure distribution (FIG. 6) is a distribution that exhibits a substantially constant sound pressure for the same engine load regardless of the engine revolution speed and that varies the sound pressure substantially linearly relative to the engine load for the same engine revolution speed.
  • An eleventh aspect of the present invention accords with any one of the seventh to tenth aspect, wherein the internal combustion engine (10) includes a multi-pilot injection function that executes a plurality of pilot injection sequences prior to a main injection sequence; and wherein the control parameter includes at least one of proportions among amounts of fuel injected in each of the plurality of pilot injection sequences and the main injection sequence, an interval (Int.A, Int.B) between each of the pilot injection sequences and the main injection sequence, and a fuel injection pressure.
  • control parameters of the internal combustion engine can be adjusted so as to realize the sound pressure distribution previously prepared with changes in the engine revolution speed and the engine load.
  • the invention thus realizes the internal combustion engine capable of varying the sound pressure of the noise in a desired form relative to changes in the operating conditions.
  • the internal combustion engine can be adjusted with the sound pressure distribution, which represents constant-sound-pressure lines placed regularly on Cartesian coordinates having the engine revolution speed and the engine load defined as variables, used as an index.
  • the invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases or decreases regularly relative to changes in the operating conditions.
  • the internal combustion engine can be adjusted with the sound pressure distribution, which represents constant-sound-pressure lines placed at equal intervals on Cartesian coordinates having the engine revolution speed and the engine load defined as variables, used as an index.
  • the invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases or decreases naturally relative to changes in the operating conditions.
  • the internal combustion engine can be adjusted with the sound pressure distribution as specified in the following used as an index. Specifically, in this sound pressure distribution, the sound pressure is made substantially constant for the same engine revolution speed regardless of the engine load and the sound pressure is varied substantially linearly relative to the engine revolution speed for the same engine load.
  • the invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases naturally especially in mild acceleration.
  • the internal combustion engine can be adjusted with the sound pressure distribution as specified in the following used as an index. Specifically, in this sound pressure distribution, the sound pressure is made substantially constant for the same engine load regardless of the engine revolution speed and the sound pressure is varied substantially linearly relative to the engine load for the same engine revolution speed.
  • the invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases naturally especially in mild acceleration.
  • a desired sound pressure distribution can be realized by adjusting proportions among amounts of fuel injected through the plurality of pilot injection sequences and the main injection sequence, the injection interval between each of the pilot injection sequence and the main injection sequence, or the fuel injection pressure.
  • the internal combustion engine can be realized which produces noise in the sound pressure distribution, which represents constant-sound-pressure lines placed regularly on Cartesian coordinates having the engine revolution speed and the engine load defined as variables.
  • the invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases or decreases regularly relative to changes in the operating conditions.
  • the internal combustion engine can be realized which produces noise in the sound pressure distribution, which represents constant-sound-pressure lines placed at equal intervals on Cartesian coordinates having the engine revolution speed and the engine load defined as variables.
  • the invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases or decreases naturally relative to changes in the operating conditions.
  • the internal combustion engine as specified in the following can be realized. Specifically, the engine produces noise with the substantially constant sound pressure for the same engine revolution speed regardless of the engine load. Further, the engine varies the sound pressure of the noise substantially linearly relative to the engine revolution speed for the same engine load. The invention thus realizes the internal combustion engine, in which the sound pressure of noise increases naturally especially in mild acceleration.
  • the internal combustion engine as specified in the following can be realized. Specifically, the engine produces noise with the substantially constant sound pressure for the same engine load regardless of the engine revolution speed. Further, the engine varies the sound pressure of noise substantially linearly relative to the engine load for the same engine revolution speed. The invention thus realizes the internal combustion engine, in which the sound pressure of the noise increases naturally especially in mild acceleration.
  • the internal combustion engine that realizes a desired sound pressure distribution can be realized by controlling at least any one of the following: proportions of amounts of fuel injected through each of the plurality of pilot injection sequences and the main injection sequence, the injection interval between each of the pilot injection sequences and the main injection sequence, and the fuel injection pressure.
EP04024304A 2003-11-17 2004-10-12 Contrôle de moteur à combustion interne en fonction du bruit moteur Withdrawn EP1531253A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003386184A JP4186799B2 (ja) 2003-11-17 2003-11-17 内燃機関の適合方法および内燃機関
JP2003386184 2003-11-17

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EP1531253A2 true EP1531253A2 (fr) 2005-05-18
EP1531253A3 EP1531253A3 (fr) 2005-06-29

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WO2007071499A1 (fr) * 2005-12-15 2007-06-28 Robert Bosch Gmbh Procédé de commande d'un moteur à combustion interne
WO2007071502A1 (fr) * 2005-12-15 2007-06-28 Robert Bosch Gmbh Procédé de dosage de carburant dans des chambres de combustion d'un moteur à combustion interne
EP1803915A1 (fr) * 2004-10-20 2007-07-04 Yamaha Hatsudoki Kabushiki Kaisha Véhicule du type que l'on chevauche et dispositif de commande de combustion pour véhicule du type que l'on chevauche
FR2899283A1 (fr) * 2006-03-30 2007-10-05 Renault Sas Procede d'injection de carburant dans un moteur a combustion interne
FR2914019A1 (fr) * 2007-03-19 2008-09-26 Peugeot Citroen Automobiles Sa Procede de controle pour limiter le bruit de combustion et systeme pour la mise en oeuvre du procede
RU2603631C2 (ru) * 2012-03-09 2016-11-27 Ман Трак Унд Бас Аг Транспортное средство с уменьшенным излучением шума
EP3527811A1 (fr) * 2017-10-12 2019-08-21 Mazda Motor Corporation Dispositif et procédé de commande pour moteur diesel
EP3608526A4 (fr) * 2017-05-17 2020-04-15 Mazda Motor Corporation Procédé de commande d'injection de carburant et dispositif de commande d'injection de carburant pour moteur diesel

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DE102005045294B4 (de) 2005-09-22 2021-11-18 Daimler Ag Verfahren zum Betreiben einer Brennkraftmaschine

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JP3694920B2 (ja) * 1995-06-07 2005-09-14 日産自動車株式会社 ディーゼルエンジンの燃料噴射制御装置
JPH11173200A (ja) * 1997-12-08 1999-06-29 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JP3562422B2 (ja) * 2000-02-25 2004-09-08 トヨタ自動車株式会社 燃料噴射制御装置
US6823832B2 (en) * 2000-03-09 2004-11-30 Robert Bosch Gmbh Method and device for control of the fuel injection in an internal combustion engine
DE10032931B4 (de) * 2000-07-06 2009-12-10 Aft Atlas Fahrzeugtechnik Gmbh Verfahren zur Steuerung einer mehrzylindrigen Viertakt-Brennkraftmaschine mit zylinderselektiver Kraftstoffeinspritzung
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